Railway-traffic-controlling apparatus.



APPLICATION FILED JAN.4, I9I3.

Patentad. June 22, 1915.

Z-SHEETS-SHEET I- HNVENTS w. P. ALLEN & e. R. SCATTERGOOD. RAILWAY TRAFFIC CONTROLLING APPARATUS.

APPLICQTION FILED JAN.4, I9I3 L1%%1L% Patented June 22, 1915.

2 SHEETS-SHEET 2.

memoir.

WALTER I. ALLEN, 0F ARDMORE, AND GE PENNSYLVANIA, ASSIGNORS TO THE Specification of Letters Patent.

ORG-E R. SCATTERGOOD, OF PHILADELPHIA, UNION SWITCH AND SIGNAL SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

comramr, or

mwav-rrrrc-comaomme arrana'rns.

Patented June 22, 19t5.

application filed J'annaryt, 1913. Serial No. 740,149.

To all whom it may concern:

Be it known that we, WALTER P. ALLEN and GEORGE R. SCATTERGOOD, citizens of the United States, residing at Ardmore and Philadelphia, respectively, in the counties of Montgomery and Philadelphia and State of Pennsylvania, have invented certain new and useful Improvements in Railway-Traffic-Controlling Apparatus, of which the following is a specification.

Our invention relates to railway trafic controlling apparatus.

We Will describe several forms and arrangements of apparatus and circuits embodying our invention and will then point out the novel features thereof in claims.

In the accompanying drawings, Figure 1 is a diagrammatic view showing one form and arrangement of apparatus and circuits embodying our invention. Fig. 2 is a diagrammatic view showing a modification of the apparatus and circuits shown in Fig. 1. Fig. 3 is a sectional View on the line III III of Figs. 1 and 2, looking in the direction of the arrow.

Similar reference characters refer to similar parts in each of the several views.

Referring to Figs. 1' and 2, A designates a railway trafiic controlling device, here shown as being a railway switch, which switch is operated by a switch operating mechanism G. The switch operating mechanism C is actuated by a lever D which lever is controlled as to its movements by another lever E. The lever D is as here shown a lever of the mechanical type, that is, it is adapted to actuate the mechanism C through the medium of mechanical connections. The lever E is of the power type, that is, it is adapted to operate contacts for the control of electric circuits, and it is also adapted to operate locking apparatus for the control of the movements of leyer D. The levers D and E areusually one pair oi. a plurality of similar pairs of levers included in an interlocking machine, this type of machine being generally known in the art as an electro-mechanical machine.

The switch operating mechanism C which we have here shown is a usual and well known type comprising a plate 15 adapted to be reciprocated by the lever D. The reciprocations of this plate 15 cause reciprocations of a rod 25 which in turn cause reanism C cannot be actuated verse movements of the switch A. The rod 25 is however not rigidly connected with the plate 15. 17 is a lock bar which carrles a roller 27 which is moved by aslot 29 in the plate 15. The lock bar 17 is provided as usual with two plungers 118 and 119 adapted to fit respectively into two holes in a rod 120 connected with the switch rails. The lock bar 17 also operates contacts 68, 80, 66 and 115 in a usual and well own manner.

The operation of the switch operating mechanism C is as followsduring the first portion of the movement of the plate 15 the rod 25 is not moved, but the lock bar 17 is moved through half of its stroke by the slot 29. This movement of the bar 17 moves the plunger 119 out of its hold in the rod 120 and thus unlocks the switch. During the middle portion of the movement of the plate 15 the rod 25 is moved thereby moving the switch, but the lock rod 17 remains stationary. Then during the last portion of the movement of the plate 15 the rod 25 is not moved, but the slot 29 moves the lock bar through the remainder of its movement thereby moving plunger 118 into its hole in the rod 120 so that the switch is then looked.

The switch operating mechanism C is in turn locked against improper movements by an electromagnetically controlled locking device B. This device in the form here shown, whichform is merely diagrammatic, comprises a pivoted bar 99 which carries a plunger 73 which is adapted to fit into holes 74 and 75 in the lock bar 17. biased by gravity to the position in which it is shown in the drawings, that is, with the plunger in its lowest position. The bar 99 is controlled by three electromagnets 58, 59, 60. Magnets 59 and 60 we shall herein term holding magnets; when one or the other of these two magnets is energized it tends to hold the bar 99 in the locking position. Magnet 58 we will herein term the operating magnet; when this magnet is energized it oscillates the bar 99 so as to raise the plunger 7 8 outof the hole which it occupies and thereby unlocks the lock bar 17. It will be seen that the switch operating mechunless the magnet 58 is first energized, and it will furthermore be seen that when the plunger 7 3 is The bar 99 is net 59 or 60 and it cannot "there ore be jarred out of this position to unlock the mechanism.

We will now explain more in detail the construction and arrangement of the levers D and E. Lever D is pivotall mounted at 33 and is connected with a ro 34 which is in turn connected by means of a crank 35 with a rod 30 which latter is connected with the reciprocating plate 15 included in the switch operating mechanism C. It will be seen that oscillations of the lever D about its pivotal point will cause reciprocations of the plate 15. These reciprocations of the plate 15 cause reverse movements of the switch A as hereinbefore explained. The lever D is as usual provided with a latch 36 which carries at its lower end a dog 37 which latter cooperates with a 'curved segment 38 in a usual and well known manner to lock the lever D at the extreme ends of its stroke. This dog 37 also cotiperates with a rocking link 39 in a usual and well known manner to cause rockin movements of the link when the dog is raised from and falls into its locking positions at the ends of the segment 38.

The rocking link 39 is preferably connected with a locking bar 40 which bar is reciprocated longitudinally by the rockmg movements of the link 39. The bar 40 operates a circuit controller shaft 41 by means of a link 43 and a crank 42. The latch 36 is locked mechanically by means of a vertically disposed rod 44 which rod is provided with two dogs 45 and 46 adapted to fit respectively into notches-47 and 48 in the bar 40. The rod 44 is reciprocated vertically by means of a-pinion 49 which coaets with a rack 50 at the upper end of the rod 44. This pinion 49 is mounted on an oscillating shaft 51 which forms part of the lever E. Thisrack and pinion are shown more clearly in Fig. 3.

The lever E comprises the oscillating shaft 51 which operates contacts 52, 53, 54 and 55. The movements of the shaft 51 are as usual controlled by normal and reverse indication devices N and R, one of which is shown in end elevation in Fig. 3. The movement of contacts 52 and 53 begins as soon as a movement of the lever E begins. Contacts 54 and 55 however remain stationary during the early part-of a movement of the lever E up to the point wherethe lever is stopped by one or the other of the indication devices N or R; these contacts are then reversed in position during the remainder of'the movement of the lever E. As here shown thisoperation of the contacts 54 and 55 is obtained by mounting the contacts freely on the shaft 51 and operating them bypins 56 carried by members 57 rigidly secured to the shaft 51. The handle 109 ,of lever E is as usuil provided with a spring controlled latch (not shown) by means of which the lever is retained in the extreme ositions of its stroke. This latch is released hy turning the handle 109, and this turning movement as usual closes a circuit controller 92.

ovement of the switch A while a car or train is on or near the switch is prevented by means of a detector track circuit, which circuit comprises a battery 96, a track relay 97, and the track rails adjacent the switch A.

94 is a relay which when closed is adapted to close shunts around the contacts 54 and 55 for the usual purpose as will hereinafter appear. In Fig. 1 we have also shown a relay 61 whose contacts 130 control the circuit for a signal S which governs traffic over switch A. This signal is also controlled by contacts 131 operated in any desired manner. Relay 61 is closed only when the switch A and lever E are in corresponding positions and are at the extreme positions of their movements.

121 is a source of current, here shown as being a battery. Connected with this source are conductors 71 and 7 2 which we will hereinafter terin the. positive main and the negative main respectively.

Referring now particularly to Fig. 1, the parts of the apparatus are here shown in the positions corresponding to what we will herein term the normal position of switch A.

The operating magnet 58 is deenergized because both of its terminals are connected with negative main 72. One terminal is connected with this main through wire 70, and the other through wire 69, contact 68, wire 98, contact 110, wire 100, contact 55, reverse indication magnet R, and wire 85. Hence the switch mechanism C is locked by the bolt lock B. The lock is held in looking position by the holding magnet 59, the circuit of which is from positive main 71 through wire 76, contact 77, wire 78, holding magnet 59,

wire 67, contact 66, wire 65, contact 111, wires 83 and 112, contact 52, wire 87, relay 61, wires 88 and 85 to negative main 72. It will be seen from the circuit just traced that the holding magnet 59 is energized; and

that relay 61 is closed thereby closing at that point the circuit for signal S.

Referring still to Figure 1, when it is desired to move switch A to its opposite position, which we will herein term its reverse position, the handle 109 of lever E is first rotated thereby closing contact 92; if the track adjacent the switch A is free from cars or trains, so that relay 97 is closed, the closing of contact 92 energizes relay 94 through the following circuit-from positive main 71-through wire 89, armature contact of relay 97, wire 91, contact of relay 97, wire 91, contact 92, wire 93, relay 94, wire 95 to negative main 72. The closing me er? of relay 94 closes the following circuit through the normal indication magnet N from positive main 1 through wire 7 6, contact 77, wire 78, magnet59, wire 67 contact 66, wire 65, contact 111, wires 83 and 101, contact 102, wire 103, normal indication magnet N, wire 85 to negative main 72. Magnet N then raises the latch 108 out of the path of do" 107 so that the lever E can be moved as Ear as the reverse indication device R will permit. This movement opens contact 52 and thereby opens relay 61. This movement of lever E also unlocks lever D by moving the dog 46 out of the notch 48. The latch 36 of lever D may now be raised, thereby raising dog 37 away from the end of the segment 38 so that the lever D is free to be moved. The raising of latch 36 also rocks the link 39 through half of its stroke, thereby moving the 41 to its middle position. This movement of the shaft 41 opens contact 111, thereby opening the circuit including holding magnet 59 and indication magnet N so that these magnets are then de'e'nergized. The movement of shaft 41 also moves contact 113 to its middle point thereby closing the following circuit for operating magnet 58from negative main 72 through wire 70, magnet '58, wire 69, contact 68, wire 98, contact 113, wire 62 to positive main 71. then raises the plunger 73 out of the hole 74 so that the mechanism 0 is then unlocked. The lever D may then be reversed in position, thereby moving switch A to its reverse position. During the first half of the move ment of the bar 17, contact 68 is opened so that magnet 58 is then deenergized, but during the last half of the movement of this bar, contact 115 is closed thereby closing another circuit for magnet 58 from negative main 72, through wire 70, magnet 58, wire 69, contact 115, wire 65, contact 63, wire 62 to positive main 71. a

As the dog 37 drops down beyond the lefthand end of segment 38, it rocks the link 39 through the remainder of its stroke thereby continuing the movement of shaft 41 to the extremity of its stroke. This last movement of the shaft 41 opens contact 63 thereby dcenergizing magnet 58 which allows the plunger 73 to fall into hole 75 thereby locking the switch in its reverse position. The last movement of the shaft 41 also closes contact 114, and since contact 80 is now closed the following circuit is closed-from positive main 71through wire 76, contact 77, wire 78, magnet 60, wire 79, contact 80, wire 98, contact 114, wire 100, contact 55, wire 84, reverse indication magnet R, wire 85 to negative main 72. The reverse indication device R being energized, the movement of lever E may then be completed, thereby closing contact 53, and also reversing contacts 54 and 55. The closing of contact 53 circuit controller shaft Magnet 58 closes a net 60 same as through wire 86, contact 53, wire 87, relay 61, wires 88 and 85 .to negative main 72.

en the movement of lever E is completed,

the latch thereby for this lever opens contact 92 openin the circuit of relay 94. The the stroke'of lever E also 45 into notch 47 thereby locking lever D.

he operation of the apparatus shown in Fig. 1 f

or a. movement of the switch A from the reverse to the normal position would be slmilar to the operation which we have just traced, hence it need not be explained herein in detail.

As here shown, with an indicator arm 81 which is operatively connected with the armature of this relay and serves to indicate when the relay is energized. This indicator arm may or may not be employed, as desired.

The apparatus and circuits shown in Fig. 2 are the same as those shown in Fig. 1 except tha t we have omitted the relay 61 and the contacts 52 and 53. l/Ve have also added back contacts to relay 94 which back contacts are connected with negative main 72 by wlres 64 and 95. Th apparatus shown in Fig.

2 is similar to that shown in Fig. l and a brief explanation will be suflicient.

ratus 0c which When the parts of the appacupy the position corresponding to the switch A (in shown in Fig. 2),

the following circuit-from positive main 71 through wire 76, contact 77, wire 78,

magnet 59, wire 67, contact 66, wire 65, contact 111, wire 83, wire 101, contact 102,

wires 64 the contact 92 is and 95 to negative main 72. When closed thereby closing relay 94, the normal indication magnet N is energized through a as the circuit last traced to contact 102, then through negative main 72.

wire 103, magnet N, wire 85, to

When the latch 36 is raised thereby moving shaft 41 through half of nets 59 through exactly its stroke the circuit through magand N are opened and the circuit the operating magnet 58 is closed as in Fig. 1. After the movement of the switch has been completed the indication circuit through net R is reverse indication magthe same as in Fig. 1 and afterthe movement of the lever E has been completed the holding magnet 60 is energized through the following circuitfrom positive power main 71 78, magnet 60, .wire

, through wire 76, contact 77, wire 79, contact 80, wire 98,

contact 114, wires 100 and 106, contact 107,

wires 64 The 0 Fig. 2

and 95 to negative main 7 2. peration of the apparatus shown in for a movement of the switch from c operation of the Y energized through circuit which is the same which circuit is the its reverse to its normal position would be similar to that just descr' ed, hence 1t need not .be traced herein in detall.

Itwill be seen from the foregoing that by thense .of a locking device B such as we have shown and described, the switch operating mechanism is locked against movement at all times except when ,the operating magnet 58 is energized. Hence in case of a false pull or push upon the rod 30 or any of. the apparatus connected therewlth, the

' mechanism 0 could not be operated. Such a false ull or push might be caused for example y a derailed car or tram running over the rod 30 or over any of theapparatus.

connected therewith.

Although we have herein shown and described only two forms of apparatus and circuits embodying our invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of our invention.

Having thus described our invention, what .we claim isa 1. In combination, a railway trafiic controlling device, a lock for said device, an

. said device, means for retaining said lever trollin in its extreme positions, and contacts and conductors controlled by said means for causing one or the other of the holding magnets to be energized according as the means .is operative to retain the lever in one extreme position or the other, and for causing the operating magnet .to be energized. when the means is not in retaining position.

3. In combination, a railway trafiic condevice, a lock for said device, an operating magnet for releasing said lock, a lever mechanically connected with said device for operating the device, a latch for said lever adapted to retain the lever in either of its extreme positions, and contacts and connections controlled by said latch. for

' deener izing the said operating magnet when t e latch is in retaining position and for energizing said magnet when the latch is not in retainin position.

4. In combination, a railway traflic controlling device, an electric lock for said device, a lever mechanically connected with ing magnet forsaid device for operating the device, means I for retaining said lever 1n the extreme positions of its stroke, contacts operated by said means, a source of current, and a circuit for said electric lock including the source of current and a contact which is open when the said means is in retainin position and closed when the said means is not in retaining position.

5. In combination, a railway trafiic controlling device, a lock for-locking said device in either extreme position, an operating magnet for releasinfsaid lock, and a holdhol ing said lock'in locking position, a lever mechanically connected with said device for operating the device, a latch for retaining the lever in either extreme position; and contacts and connections controlled by said latch for energizing the holding magnet and deenergizing the operating magnet when the latch is in retaining position, and for denergizing the holding magnet and energizing the operating magnet when the latch is not in retaining position. 6. In combination, a railway trafiic controlling device, a lock for locking said device in either extreme position, an operating magnet for releasing said lock, and a holding magnet for holding said lock in locking position, a lever for controlling said device, a latch for retaining the lever in either extreme position; and contacts and connections controlled by said latch for energizing the holdingmagnet and decncrgizing the operating magnet when the latch is in retaining position, and for deenergizing the holding magnet and energizing the operating magnet when the latch is not in its retaining position.

7 In combination, a railwa .trafiic controlling device, a lock for g said device in either extreme position, an operating magnet for releasing said lock, and a holding magnet for holding said lock in locking position, a lever for controlling said device, means for retaining said lever in the extreme positions of its stroke,-contacts operated by said means, a source of current, a circuit for the operating magnet including the said source and a contact which is open when the said means is in retaining position and closed when the said means is not in retaining position, and a circuit for the holding magnet including the source and a contact which is closed when the said means is in retaining position for one extreme position of the stroke and open at other times.

8. In combination, a railway traflic controlling device, an operating mechanism for causin reverse movements of said device, a lever or controlling the said mechanismfa latch for said lever adapted to retain the lever in each extreme position. of its movement, contacts controlled by said latch, a

Y anism in extreme positions of lock for locking the said operating mechanism in extreme positions of its movement, an operating magnet for releasing said lock, two holding magnets each for holding said lock in looking position, a source of current, a circuit for the operating magnet including the source of current and a contact which is open when the latch is in one retaining position or the other and closed when the latch is not in retaining position, a circuit for one holding magnet including the source and a contact which is closed when the latch is in one retaining position and open at other times, and a circuit for the other holding magnet including the source and a contact which is closed when the latch is in the other retaining position and open at other times.

In combination, a railway traffic controlling device, an operating mechanism for causing reverse movements of said device, a locking device forlocking the said mechits movment, a magnet for releasing said locking device, a lever for controlling the said mechanism, a latch for retaining the lever in the extreme positions of its movement, a contact controlled by said latch and arranged to be open when the latch occupies either retaining po-.

sition and closed-when the latch is not in retaining position, a source of current, and a circuit for the said magnet including the source and the said contact.

10. In combination, a railway traflic controlling device, an operating mechanism for causing reverse movements of said device, two contacts one or the other of which .is closed according as the mechanism occupies one extreme position or the other of its movement, a locking device for locking said mechanism in its extreme positions, an operating magnet for releasing said locking device, a lever for controlling the said operating mechanism, a latch for the lever for retaining the lever in the extreme positions of its movement, two contacts controlled by said latch each of which is open when the latch is in retaining position and closed when the latch is not in retaining position, a source of current, and two circuits for the operatin magnet one of which includes the source 0 current, one of'the first-named contacts, and one of the latch-controlled con-. tacts, and the other of which circuits includes the other two said contacts.

11. In combination, a railway traflic controlling device, an operating mechanism for causing, reverse movements of said device, a locking device for locking the said mechanism in extreme positions of its movement, a magnet for releasing said locking device, a lever forcontrolling the said mechanism, a latch for retaining the lever in the extreme positions of its movement, and contacts and connections controlled by said latch for causing said magnet to be energized when the latch is released to permit a movement of the lever.

12. In combination, a railway trafiic controlling device,an operating mechanism for causing reverse movements of said device, a locking device for locking said mechanism in extreme positions of its movement, an operating magnet for releasing said lockin device and two holding magnets for holding the locking device in locking position, a lever for controlling said mechanism, a latch for retaining said lever in the extreme positions of its movement, and contacts and connections controlled by said latch for causing one or the other of said holding magnets to be energized according as the lever is in one extreme position or the other, and for causing the operating magnet to be energized fvhen the latch has been moved to release the ever.

In testimony whereof we afiix our signatures in presence of two witnesses.

WALTER P. ALLEN. GEORGE R. SGA'ITERGOOD.

Witnesses:

THno. H. MCOALLA, WM. J. QUAIN. 

